Railway car



H. G. PELLNITZ Dec. 7, 1965 RAILWAY CAR 3 Sheets-Sheet 1 Filed Feb. 27, 1964 INVENTOR, HERMAN G. PELLNITZ I r l l AGENT 1955 H. ca. PELLNITZ 3,221,898

RAILWAY CAR Filed Feb. 27, 1964 3 Sheets-Sheet 2 FIG. 3

FIG.4

Dec. 7, 1965 H. e. PELLNITZ RAILWAY CAR 5 Sheets-Sheet 5 Filed Feb. 27, 1964 United s tates Patent 3,221,398 RAILWAY CAR Herman G. Pellnitz, t. Charles, Mo., assignor to ACE Industries, Incor orated, New York, N.Y., a corporation of New Jersey Filed Feb. 27, 1964, Ser. No. 347,873 2 Claims. (Cl. 2138) This invention relates to a railway car cushioned underframe and more particularly to a cushioned underframe having .a center sill structure slida-ble longitudinally upon impact with respect to the remainder of the underframe.

A railway car cushioned underframe having a center sill structure slidable relative to the remainder of the underframe or car structure is well known. Such a cushioned underframe normally has shock absorbing means disposed between the sliding sill structure and the fixed car structure to cushion impact transmitted from the coupler and sliding sill structure to the car structure thereby to protect the lading within the car from damage. During recent years service speeds of railway freight cars have increased in classification yards and the like with a resul ing increase in coupler impact between freight cars. Thus, cushioned underframe railway cars are becoming increasingly in demand for protection to the lading.

The cushioning or shock absorbing means, such as, for example, a cushioning unit utilizing a fluid cylinder, is normally positioned intermediate the length of the car between a pair of adjacent crossbearer members to permit the cushioning means to be easily inserted or removed and serviced. Heretofore, the removable support for the cushioning unit has been secured to the sliding sill structure for movement relative to the car structure. Thus, the design of the underframe has been dictated to a certain extent by the cushioning unit and its support as adequate space must be provided for the support upon a maximum travel of the cushioning unit.

Another disadvantage in prior removable supports for cushioning units which moved with the sliding sill structure has been in the removal of a support after malfunctioning of a cushioning unit. If the sliding sill structure does not recenter or return to its original position after impact, such as might occur upon malfunctioning of the cushioning unit, the support for the cushioning unit may be over a crossbearer member which would prevent removal of the cushioning unit until the center sill structure was recentered. The support on which the cushioning unit rests is normally removed first and then the cushioning unit will drop from its position within the center sill structure.

It is an object of the present invention to provide a cushioned underframe railway car having a cushioning unit housed Within a sliding sill structure and being removable without repositioning of the sliding sill structure after impact thereby to permit removal of the unit after malfunctioning.

A further object of this invention is the provision of such a cushioned underframe railway car in which the cushioning unit is easily fitted between two adjacent crossbearers without any modification of the crossbearers thereby permitting greater flem'bility in the design of the underframe.

An additional object of the invention is the provision of a cushioned nnderfrarne railway car in which a support for a cushioning unit protects the cushioning unit against foreign bodies and the like being thrown against its underside.

Another object of the invention is the provision of such a support for a cushioning unit which allows a maximum flexibility in the design of the underframe and is relatively inexpensive.

Briefly, the invention comprises a cushioning or shock absorbing unit housed within a sliding sill structure of a cushioned railway car underframe, and a removable support for the cushioning unit secured to the underframe, the sliding sill structure being slidable upon impact relative to the support and underframe. The support fits between a pair of adjacent crossbearer members and is of a length generally the length of the cushioning unit in normal position thereby to act as a protective cover for the underside of the unit. As the support is fixed to the underframe and does not move with the sliding sill, considerable flexibility is permitted in the design of the underframe, such as in the spacing of the crossbearer members. The support is easily removed by the disassembly of a plurality of bolt and nut combinations to permit the dropping of the cushioning unit from the sliding sill structure, even when the cushioning unit is malfunctioning and the sliding sill structure has not recentered after impact.

The invention accordingly comprises the constructions hereinafter described, the scope of the invention being indicated in the following claims.

In the accompanying drawings, in which one of various possible embodiments of the invention is illustrated,

FIGURE 1 is a top plan of a cushioned underframe for a railway car having a sliding sill structure and embodying a support for the cushioning means constituting the present invention;

FIGURE 2 is an enlarged top plan View of the cushioning means shown in FIGURE 1 in the normal position thereof with certain parts broken away and with a partial showing of the car underframe;

FIGURE 3 is an enlarged section taken generally along line 3-3 of FIGURE 2;

FIGURE 4 is a section taken generally along line 44 of FIGURE 3 and showing the support for the cushioning unit;

FIGURE 5 is a longitudinal section taken generally along 55 of FIGURE 2 with certain parts broken away and showing the crossbearer structure adjacent the cushioning unit; and

FIGURE 6 is a section generally similar to FIGURE 5 but showing the cushioning unit and sliding sill structure in its position immediately after impact, the sliding sill structure and outer cylinder of the cushioning unit being moved in one direction.

Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.

Referring to the drawings, the invention is illustrated as incorporated in a railway car underframe generally designated 10. Underfrarne 14) includes a fixed center sill structure 11 which comprises a pair of spaced Z members 12 (FIGURES 1, 3 and 4 particularly) extending generally the length of the underframe each having respective upper and lower flanges 13 and 14. A side sill 15 extends longitudinally along each side of the underframe and an end sill 16 extends transversely across each end of the underframe. Extending between and connecting side sills 15 to the fixed center sill structure 11 are crosstie members generally designated 18 and fabricated crossbearer members generally designated 29. Referring particularly to FIGURE 3, each fabricated crossbearer or crossbearer member 29 includes a web 22 extending between each Z member 12 and the adjacent side sill 15. A plate is secured to each upper and lower edge of web 22 to form upper and lower flange 24. Extending between adjacent transversely aligned webs 22 beneath Z members 12 is an I beam 25 secured, such as by welding, to lower flanges 24. An upper cover plate 26 extends between upper flanges 24 of crossbearer 20.

A plurality of spaced I beams form stringers 28 extending longitudinally in a generally parallel relation to 3 the fixed center sill structure 11. A bolster assembly 30 is shown adjacent each end of underframe 10 and each bolster assembly is adapted to fit on a truck assembly (not shown) as well-known.

Fitting between Z members 12 which form the fixed center sill structure 11 is a sliding center sill structure generally designated 32 adapted to move longitudinally relative to the remainder of underframe 10. Sliding sill structure 32 is of a downwardly facing open box construction. Each outer end of sliding sill structure 32 is adapted to accommodate a conventional coupler indicated at C. Draft and buff forces to which the car is subjected are transmitted by couplers C to sliding sill structure 32 in the usual manner.

To cushion the movement of the sliding sill structure and to return the sill structure 32 to its centered position, a cushioning unit designated generally 34 is interposed between the sliding sill structure 32 and the remainder of underframe 10. Cushioning unit 34 comprises an outer cylinder 36 receiving an inner cylinder 38 with a floating piston 39 within inner cylinder 38. Cylinder 36 contains a liquid on one side of piston 39 while cylinder 38 contains a compressible fluid, such as air or dry nitrogen gas on the opposite side of piston 39. The compressed gas effects the return movement of cushioning unit 32 after impact thereby to recenter sliding sill structure 32. For further details of cushioning unit 34, reference is made to U.S. Patent No. 2,994,442, issued August 1, 1961, and entitled, Kinetic Energy Absorbing Device, the entire disclosure of which is incorporated by this reference.

Sliding sill structure 32 has elongate slots 42 and 44 receiving respective keys 46 and 48 which ride in the slots upon relative movement of sliding sill structure 32 as shown in FIGURES and 6. Key 46 fits between the end of outer cylinder 36 and lugs 50 which are fixed to the inner surface of each Z member 12 of fixed sill structure 11. Key 48 fits between the end of inner cylinder 38 and lugs 52 fixed to Z members 12. Lugs 50 and 52 thus form stops to hold respective keys 46 and 48 in position and to limit the movement of the cushioning unit upon longitudinal movement of the sliding sill structure 32. Extensions 50a and 52a secure respective lugs 50 and 52 to Z members 12. Fitting against outer cylinder 36 to move cylinder 36 to the right viewing FIGURES 2 and 5 are upper and lower abutments 54 secured to the inner surface of sliding sill structure 32. Fitting against inner cylinder 38 to move inner cylinder 38 upon movement of sliding sill structure 32 to the left viewing FIGURES 2 and 5 are upper and lower abutments 56 secured to the inner surface of the sliding sill structure. Angles 54a and 56a secure respective upper abutments 54 and 56. Extensions 54b and 56b secure respective lower abutments 54 and 56. It is to be understood that abutments 54 and 56 may abut respective keys 46 and 48 directly, if desired, instead of acting against respective outer and inner cylinders 36, 38 as shown in the drawings.

The cushioning unit 34 is held under partial compression between keys 46 and 48 when in normal centered position as shown in FIGURES 2 and 5. Keys 46 and 48, in turn, abut respective lugs 59 and 52. After movement of sliding sill structure 32 in either direction under impact relative to the remainder of underframe 10, compressed gas in inner cylinders 38 recenters or returns the cushioning unit and the sliding sill structure 32 to their original position.

A support for cushioning unit 34 between adjacent crossbearers 20 constitutes the present invention. The support includes a support plate 58 beneath unit 34 of a width less than the spacing of the open bottom face of sliding sill structure 32, the upper surface of plate 58 extending into the space between the sides of the sliding center sill structure 32. The length of plate 58 is slightly greater than the length of cushioning unit 34 when in normal position thereby to protect the cushioning unit against foreign matter being thrown against the underside thereof. A longitudinal extending I beam 60 is positioned centrally of the width of plate 58 and is secured thereto, such as by welding. To support I beam 60, two spaced transversely extending straps or bands 62 are secured beneath I beam 60. Each strap 62 includes opposite horizontal end portions 66 (FIGURE 4) attached to lower legs 14 of Z members 12 by suitable bolt and nut combinations 68. Three bolt and nut combinations 68 for each end portion 66 of each strap 62 have been found to have suflicient strength for securing I beam 60 and plate 58 on which cushioning unit 34 is supported.

Sloping downwardly from each end portion 66 is a connecting portion 70 of each strap which is integrally connected to a general flat horizontal center portion 72 positioned beneath and in contact with the lower surface of I beam 66. Plate 58 is thus secured to Z members 12 of the fixed center sill and does not move with sliding center sill structure 32. The cushioning unit 34 is not secured to plate 58 and is free to move or slide along plate 58 upon longitudinal movement of sliding sill structure 32. As shown in FIGURE 6, for example, upon an impact from the left indicated by the arrow, sliding sill structure 32 moves to the right with abutments 54 engaging and moving outer cylinder 36 to the right relative to plate 58 and lugs 50 on fixed center sill structure 11. Lugs 52 which abut key 48 restrain the movement of inner cylinder 38.

While the cushioning unit has been illustrated as being a fluid cylinder having a return movement under the influence of compressed gas, it is to be understood that the present support for the cushioning unit may be effectively employed with other types of cushioning units, such as, for example, a cushioning unit having a plurality of spaced metal plates separated by rings of resilient material, such as rubber. The support is particularly adapted for long travel cushioning units, such as units having a travel of around 20 inches or 30 inches, and which have at least one part movable along support plate 58.

While adjacent crossbearers 20 are illustrated in the drawings as spaced at considerable distance from support plate 28, it is to be understood that plate 28 may be positioned closely adjacent crossbearers 20 without any clearance difiiculties. Thus, flexibility is provided in the design of underframe 16 with removable support plate 28 secured to the fixed center sill structure.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results attained.

As various changes could be made in the above construction without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What is claimed is:

1. In combination, an underframe for a railway car including a fixed center sill structure having a pair of spaced, generally parallel longitudinally extending sills each having a vertical web and a lower outwardly extending horizontal leg, a slidable center sill structure mounted between said sills and being hat-shaped with an open bottom, a plurality of crossbearer members spaced along the length of the underframe, each crossbearer member extending transversely of the underframe and having a separate web secured to the outer surface of each said longitudinally extending sill, a shock absorbing unit positioned within the hat-shaped slidable center sill structure between a pair of adjacent crossbearer members for cushioning impacts delivered to the car through said slidable center sill structure, a transverse beam beneath the slidable sill structure adjacent each crossbearer member and secured to the lower surfaces of the adjacent crossbearer member for supporting the sliding sill structure, a detachable support structure for the shock absorbing unit spaced from the slidable sill structure, said support structure including a support plate on which the shock absorbing unit rests, said support plate being of a width less than the spacing of the sides of said hat-shaped slidable center sill structure and of a length substantially the same as the length of the shock absorbing unit when the latter is in a normal centered position, at least a pair of horizontally spaced straps below the support plate in spaced relation thereto and in spaced relation to the slidable sill structure for removably securing said support structure in position within the slidable center sill structure, and a longitudinally extending beam positioned between said support plate and said straps, said longitudinally extending beam extending medially of the width of said support plate, each of said straps having end portions removably secured to said legs of said longitudinally extending fixed sills and an intermediate portion between the end portions sloping downwardly beneath the longitudinally References Cited by the Examiner UNITED STATES PATENTS 1,451,961 4/1923 Priebe 213-5l 2,490,788 12/ 1949 Eksergian 105-416 3,028,019 4/ 1962 Settles et a1. 2138 3,119,500 1/1964 Zanow 213--8 ARTHUR L. LA POINT, Primary Examiner.

MILTON BUCHLER, Examiner. 

1. IN COMBINATION, AN UNDERFRAME FOR A RAILWAY CAR INCLUDING A FIXED CENTER SILL STRUCTURE HAVING A PAIR OF SPACED, GENERALLY PARALLEL LONGITUDINALLY EXTENDING SILLS EACH HAVING A VERTICAL WEB AND A LOWER OUTWARDLY EXTENDING HORIZONTAL LEG, A SLIDABLE CENTER SILL STRUCTURE MOUNTED BETWEEN SAID SILLS AND BEING HAT-SHAPED WITH AN OPEN BOTTOM, A PLURALITY OF CROSSBEARER MEMBERS SPACED ALONG THE LENGTH OF THE UNDERFRAME, EACH CROSSBEARER MEMBER EXTENDING TRANSVERSELY OF THE UNDERFRAME AND HAVING A SEPARATE WEB SECURED TO THE OUTER SURFACE OF EACH SAID LONGITUDINALLY EXTENDING SILL, A SHOCK ABSORBING UNIT POSITIONED WITHIN THE HAT-SHAPED SLIDABLE CENTER SILL STRUCTURE BETWEEN A PAIR OF ADJACENT CROSSBEARER MEMBERS FOR CUSHIONING IMPACTS DELIVERED TO THE CAR THROUGH SAID SLIDABLE CENTER SILL STRUCTURE, A TRANSVERSE BEAM BENEATH THE SLIDABLE SILL STRUCTURE ADJACENT EACH CROSSBEARER MEMBER AND SECURED TO THE LOWER SURFACES OF THE ADJACENT CROSSBEARER MEMBER FOR SUPPORTING THE SLIDING SILL STRUCTURE, A DETACHABLE SUPPORT STRUCTURE FOR THE SHOCK ABSORBING UNIT SPACED FROM THE SLIDABLE SILL STRUCTURE, SAID SUPPORT STRUCTURE INCLUDING A SUPPORT PLATE ON WHICH THE SHOCK ABSORBING UNIT RESTS, SAID SUPPORT PLATE BEING OF A WIDTH LESS THAN THE SPACING OF THE SIDES OF SAID HAT-SHAPED SLIDABLE CENTER SILL STRUCTURE AND OF A LENGTH SUBSTANTIALLY THE SAME AS THE LENGTH OF THE SHOCK ABSORBING UNIT WHEN THE LATTER IS IN A NORMAL CENTERED POSITION, AT LEAST A PAIR OF HORIZONTALLY SPACED STRAPS BELOW THE SUPPORT PLATE IN SPACED RELATION THERETO AND IN SPACED RELATION TO THE SLIDABLE SILL STRUCTURE FOR REMOVABLY SECURING SAID SUPPORT STRUCTURE IN POSITION WITHIN THE SLIDABLE CENTER SILL STRUCTURE, AND A LONGITUDINALLY EXTENDING BEAM POSITIONED BETWEEN SAID SUPPORT PLATE AND SAID STRAPS, SAID LONGITUDINALLY EXTENDING BEAM EXTENDING MEDIALLY OF THE WIDTH OF SAID SUPPORT PLATE, EACH OF SAID STRAPS HAVING END PORTIONS REMOVABLY SECURED TO SAID LEGS OF SAID LONGITUDINALLY EXTENDING FIXED SILLS AND AN INTERMEDIATE PORTION BETWEEN THE END PORTIONS SLOPING DOWNWARDLY BENEATH THE LONGITUDINALLY EXTENDING BEAM TO SUPPORT SAID BEAM AND SUPPORT PLATE THEREON. 